Railroad signaling device based upon the spacing due to the speed



Nov. 9, 1937. R. A. TUOT I 2,098,363

RAILROAD SIGNALING DEVICE BASED UPON THE SPACING DUE TO THE SPEED Filed May 15, 1935 3 Sheet-Sheet I JlNVEN R RAYMOND A. Tuo T M 'W' W7 NOV. 9, 1937. TUOT 2,098,363

v RAILROAD SIGNALING DEVICE BASED UPON THE S PACING DUE TO THE SPEED Filed May 15, 1935 3 Sheets-Sheet 2 mvizmoR RAYMOND A. TuoT Q9 VON-M7 V 0W A TTO/M/E VS Nov. 9, 1937. I R, uo-r 2,098,363

RAILROAD SIGNALING DEVICE BASED UPON THE SPACING DUE TO THE SPEED Filed May 15, 1935 3 Sheets-Sheet 3 SWITCH LEVER I NVENTOR RAYMOND A. TUOT Patented Nov. 9, 19 37 cmrso srrss RAILROAD SIGNALING DEVICE BASED UPON THE SPACING DUE TO THE SPEED Raymond Arthur Tuot, Strasbourg, France, assignor to Socit Auxiliaire dEtudes Electrotechniques, Strasbourg, France Application May 15, 1935, Serial No. 21,617

In France August 18, 1934 Claims.

The present invention relates to a signaling de vice for use upon railroads, which is based upon a spacing according to speed, and in which the apparatus for signaling or for safety are mounted on the track or on the locomotives of the trains, and their operation depends not only upon the distance between each apparatus and any ap proaching train, but also upon the speed of this train.

The invention further relates to a selecting device which is mounted upon each locomotive and serves to protect the relays and the indicators on the locomotive against the effects due to the presence, in the rear of the train, of other trains or various track apparatus which have been already passed by.

In fact, it is evidently necessary that the engineer on the locomotive should be informed only of the position of the trains and track apparatus which are situated in front of him, and not of the position of those in the rear.

The invention is illustrated by way of example in the accompanying drawings: 7

Fig. 1 is a simplified diagram of the circuits of a locomotive and of a track apparatus.

Fig. 2 is a more complete diagram of the equipment of a locomotive.

Fig. 3 is a more complete diagram of a track apparatus operating in connection with a switch.

As shown in Fig. 1, l9 indicates the electric conactors which consist of the rails of railroad track and H is a pilot wire consisting of a conductor extending along the rails and insulated from the latter by means of suitable supports, not shown.

The material of the pilot wire ll should resist wear and should have a high electrical resistance. Manganese steel is particularly recommended for this use. 7

Each locomotive traveling on the track is provided with an electric generator [2 of the direct current type which is separately excited at it by an auxiliary source of current It, by means oi two conductors 9! and 82.

One terminal l5 of the s-aid'generator, usually the negative terminal, is connected to the mass of the locomotive, and is thus connected to the rails it by means of the conductor 83 and the wheels it of the locomotive.

The positive terminal I! of the said generator is connected in the first place to a sliding shoe l8 which is in constant contact with the pilot wire I I. This connection is made through a conductor 84, a winding 59, a conductor 85, a second winding 29 and a conductor 86; the windings l9 and 29 act respectively upon two armatures 2| and 22. The

shoe I8 is mounted on the front of the locomotive, which is supposed to travel in the direction of the arrow F.

' As far as possible from the'shoe I8, and for instance at the rear end of the train or at the rear of the tender of the locomotive (in the case of steam traction) there is provided a second shoe 23, which is also in contact with the pilot wire I l. Thus a certain part H," of the pilot wire is located between the shoes l8 and 23. The shoe 23 is connected to the positive terminal ll of the generator by a conductor 81, a winding 25, a conductor 88, a second winding 24 and a conductor 89. g

The windings 24 and 25 act respectively upon 7 the armatures 2| and 22 concurrently with the above-mentioned windings I9 and 29.

However, the winding 25 has a less number of turns than the winding 20. In like manner, means are taken so that the action of the winding Ziuponthe armature 2| shall be less than the action of the winding I9.

The conductors of the windings 24 and 25 are wound in such direction that their action will be opposedto that of the windings l9 and 29, re-

spectively.

However, the construction is such that the ohmic resistance of the part of the circuit comprising the terminal l'l, the conductor 89, the winding 24, the conductor 88, the winding 25, the conductor 81 and the shoe 23, will be practically the same as the resistance of the part of the circuit comprising the terminal 11, the conductor 84, the winding l9, the conductor 85, the winding 29, the conductor 86 and the shoe l8, and this in spite' of 'the difierence between the number of turns ofthe windings Iii-29 and 2425.

The armature 2|, which is attracted by the winding I9, is provided with a dash-pot 26, and

this armature controls the opening and closing of the following circuit: source of current It, conductor 90, indicator 21, conductor 9|, contact 92, armature 2l conductor 93, conductor 92, and source of current [4. The indicator 2? may consist of a lamp or a disc.

The armature 22, which is common to the windings 2!! and 25, is provided with a dashpot 28 and a reaction spring. 29, and it controls the opening and closing of the following circuit: source of current l4, conductor 90, indicator 30, conductor 94, contact-piece 95, armature 22, conductor 96, conductors 93 and 82, and source of current M. The indicator 3!] is preferably of the same kind as the indicator 21.

The pilot wire I l extends along the track as far as the next important point 98, such as a station. At this point, the pilot wire is connected by a conductor 3? to a relay armature 3| which is controlled by a weight 32, and which, in the normal position shown in Fig. 1, rests upon a contact-piece 99 connected by a conductor 33 to a winding 34 of low resistance which is connected by a conductor 35 to the rails II] of the track.

In this manner, the track apparatus usually connects the pilot wire section II., to the rails I-Il of the track.

The winding 33 acts upon an armature 36 which is provided with a dash-pot 36a and with a reaction spring 31, and when this armature isattracted, it closes a circuit comprising an auxiliary source of current 33, a conductor I90, an indicator 39, a conductor IilI, a relay winding. 4|] acting upon the armature 3|, a conductor I02,.a winding I l, a contact-piece I33, the armature 36, a conductor I33, and the source of current 38. The winding it acts upon the armature 36, in the same way as the winding 34'.

The track It comprises a double section of rails I5, which are electricallyiinsulated from the rest of the track, and the two parts of this section are respectively connected to the terminals of the winding M by conductors I95 and I06, and thus any vehicle passing over the section I5 will place this winding in shortcircuit.

The armature 3| is provided with a dash-pot 4 I, and when. it is attracted by the winding 40, it separates from the contact-piece 99 and comes against a contact-piece IIl'I which is connected by a conductor I68 to the next section of pilot wire I I which is situated beyond the track apparatus.

The operation of the above-mentioned simplified device is as follows.

When the locomotive travels upon the track I at a certain speed, the generator I2 produces a voltage proportional to this speed, and thus a current will flow in the following circuit; generator I2, terminal E; conductor 83, mass of the locomotive, wheels I6, rails Ifl, conductor 35 of the next track apparatus, winding 34, conductor 33, ccntaetspiece 93, armature 3|, conductor 97, pilot wire II, shoe I8; from this shoe, the circuit is divided into two branches:

First branch: shoe I3, conductor 86, winding 20, conductor 85, winding I9, conductor 84, terminal I! and generator I2.

Second branch: shoe I8, portion II" of the pilot wire, shoe 23, conductor 81, winding 25, conductor B8 winding 24, conductor 89, terminal IT, and generator I2.

The value of the current supplied by the generator I2 will depend on the one hand upon the voltage of this generator, and on the other hand, upon the total resistance of the circuit. However, the principal part of this resistance consists of the pilot wire II located between the locomotive and the track apparatus 98, and as this resistance is proportional to the length of this pilot wire, it will be noted that all other factors being equal, the value of the current will depend upon the speed of the locomotive and the distance between this latter and the track apparatus.

In consequence, the current will be greater as the speed of the locomotive is greater, and as this locomotive is nearer the track apparatus, so that it will reach a value sumcient to excite the relay 34, for a position of the locomotive which is farther from the track apparatus according as the locomotive travels at a greater speed.

In this way, the coeflicient of safety of the device is exactly proportional to the different speeds of the trains traveling on the track. In other words, the operating of the relay 34 takes place at a constant of time before the passage of trains, Whatever be the speeds of these trains, and this constitutes one of the principal advantages of the device according to the invention.

Thus when the current in the winding 34 reaches the value for which the armature 36 is attracted, the following circuit will be closed: source of current 38, conductor IE3, indicator 39, conductor IElI winding 49, conductor I02, winding I4, contact-piece I83, armature 36, conductor I04, and source of current 38.

The indicator 39 will now operate, thus showing the track man. that a train is about to arrive.

but as the circuit of the winding 34 is closed, a

current will flow in this latter, and thus the armature 36 remains in place. For the same reason, the winding 43 remains excited, and holds the armature 3| against the contact-piece I61.

Thus the locomotive can pass before the track apparatus without being obliged to reduce its speed.

When the train proceeds upon the section 15, i

the wheels I3 produce a short-circuit between the terminals of the Winding M; the armature 36 is no longer attracted, and by the action of its spring 31, it breaks the circuit of the indicator 39 and of the winding 46.

The indicator 39 ceases to operate, and the armature, 3|, which is no longer attracted by the winding 40, is brought back by the weight 32 and again rests upon the contact-piece 99, and thus the section II of the pilot wire is separated from the section II and is connected to the rails II] by the following parts: conductor 91, armature 3|, contact-piece 99, conductor 33, winding 34, and conductor 35.

Thus all the parts of the track apparatus will now be in the inoperative position which they occupied before the passage of the train.

If for any reason the armature '36 was not attracted, the current produced by the generator I2, part of which flows in the winding 26 of the locomotive, would have increased according as the locomotive came nearer the track apparatus, and it would have soon reached a value for which the winding 26 can attract the armature .22, thus breaking the circuit of the indicator 39 and showing the engineer that he should slow up the train.

This slowing should be continued until the armature 22 resumes its position, which if the track apparatus remains stationary will only take place when the locomotive and the generator have;

the generators of the two locomotives will oper- 7 ate in parallel, and a certain current ,will flow from one to the other- I s The value of this current is evidently proportional to the difference between the voltages produced by the generators l2 of the two locomotives,

and inversely proportional to the ohmic resistance of the circuit, 1. e. practically to the length of the pilot wire I! comprised between the two locomotives.

In other words, the value of this current'is proportional to the difference between the speeds of the trains, and inversely proportional to the distance between them.

If the front train should reduce its speed, the current flowing between the trains will cause the armature 22 to be attracted, and the indicator 30 will show the engineer of the rear train that he should reduce his speed.

The arrangement, on the locomotive, of the two shoes I8 and 23 and thetwo windings 20 and 25 serves to obtain the automatic selection of the current acting upon the armature 22.

The portion of the pilot wire H" between the shoes l8 and 23 has a certain resistance which can be indicated by R.

It may also be supposed, for the sake of simplicity, that the same ohmic resistance R pertains to each of the two following branches of the circuit;

First branch: shoe l8, conductor 86, winding 20, conductor 85, winding l9, conductor 84, terminal I! of the generator l2.

Second branch: shoe 23, conductor 81, winding 25, conductor 88, winding 24, conductor 89, and terminal I! of the generator I2.

If the current flows from the train to the track apparatus, due to the fact that this apparatus places the pilot wire in short-circuit with the rails of the track, it will be observed that the current I supplied by the generator I2 will be subdivided, in the two branches,'into two currents one of which, 2, flows in the winding '25 and the other, i, flows in the winding 20.

If the current I is due to the presence of a short-circuit produced by a track apparatus situated in front, as shown in Fig. 1, the second branch of the circuit, which comprises the winding 25 and the shoe 23, will also comprise the part I I" of the pilot wire which has a resistance R.

Hence in this case, this part of the circuit has a total resistance R+R=2R.

On the contrary, the branch of the circuit which comprises the winding 20 has only a resistance whose value is B.

This will give:

In this way, the current i flowing in the winding 25 possesses, in the case of Fig. 1, a value equal to half the value of the current i flowing in the winding 20.

As on the other hand, the winding 20 has a greater number of turns than the winding 25, it will evidently have a preponderating action upon the armature 22, and the device will act as in the preceding case.

If, on the contrary, the short-circuit is located in the rear of the locomotive, for instance ow-, ing to the presence of another train, it will. be noted that the portion H"- of the pilot wire situated between the shoes l8 and 23 carries the current i which flows in the winding 20.

this case, it is evident that there will be the following relation between the currents:

If it be supposed that the number of turns of the winding 20 is double that of the winding 25, it will be noted that the number of ampere-turns in the twowindings are equal, and as these windings are in opposition, the resulting induction will be nil, and the armature 22 remains in position. It will be observed from the preceding considerations that the indicator 30 can only operate on account of what takes place in front of the train, as shown in Fig. 1, and not in the rear of this train.

The armature 2| forms a safety relay adapted for action on minimum current. During the normal'working this armature is attracted by the winding 19, which always carries a certain proportion z" of the current, and the circuit of the indicator 2! is closed; but if the current in the winding I9 should be reduced to an excessive degree, for instance owing to an accidental break of the circuit, the armature 2| will be no longer attracted, hence leaving the contact piece 92 and opening the circuit of the indicator 21, thus showing the engineer that the device has been put out of use.

The diagram shown in Fig. 1 is greatly simplified, for the better understanding of the principal characteristics of the invention, but it is obvious that the actual'outfit of a locomotive is much more complicated, as it comprises numerous devices for mutual control, adapted to provide all the safety in the operating which is indispensable.

An example of the outfit of a locomotive is shown in Fig. 2, in which the arrangement already described with reference to Fig. 1 will be recognized.

The same reference figures relate to like apparatus shown in Fig. 1.

The exciting winding l3 of the generator I2 is supplied by an exciter l4 by means of two conductors H0 and l l I. A storage battery 42 is mounted in shunt on the conductors I Ill and I l I, so as to be able, if necessary, to make up for any failure of the said exciter.

An automatic switch H2 is connected in the line H0 so as to prevent the said battery from accidentally discharging into the windings of the exciter l4.

The said exciter i4 is of the type having a constant voltage, i. e. its voltage will not practically vary, even though the speed should be variable.

The generator I2 is connected by conductors H3 and H4 to two respective contact-pieces of a switch 54 having five contact-pieces, over which are movable, two brushes which are coupled together.

The other three contact-pieces of the said switch are connected, after the manner of a reversing switch, to conductor H5 and H6, leading respectively from the conductors l l i] and l l l.

lhe movable brushes of the switch 54 are connected to two conductors I I1 and H8. In this way, according to the position of the said brushes,

the conductors H1 and H8 can be connected either tothe terminals of the generator l2 (as in Fig. 2), or to the terminals of the eXciter l4, and in this latter case, the poles can be reversed.

When the conductors Ill and H8 are thus connected to the terminals of the exciter I4 the current flowing in them is independent of the speed of the locomotive. Thus the device will no longer operate under normal conditions, and

the engineer must now run at reduced speed in order to avoid accidents. I

The conductor II'I leads to one of the contact- In the position shown in'Fig. 2, the switch 55' connects the conductor II9 to a conductorl20 which is subdivided into two branchesI20a and lzilb which are connected to two respective contact-pieces of a multi-polar'reversing switch. 41.

In like manner, the conductor I I8 is connected to two oppositely-situated contact-pieces of the reversing switch 4'1; In. thismanner, the two corresponding brushes of the said reversing switch may, according to their position, be connected to either terminal of the generator I2.

By the use of thereversing switch, the locomotive can be operated on forward or back drive, without changing the polarity of the brushes of the reversing switch.

These two brushes of the reversing switch 4'! are connected in a'circuit comprising a conductor IEI, a voltmeter 43, a conductor I22, a winding and a conductor I23.

The voltmeter 43 may be graduated in volts and also miles per hour, as the voltage of the said generator is proportional to the speed.

The locomotive is provided with an electric tachometer I 24 of any suitable type. This tachometer is connected in a circuit comprising a conductor I25, a voltmeter 44 graduated in miles an hour, a conductor I 26, a winding I21 and a conductor I28.

The windings 45 and I2! act in opposition upon the same armature I29 which is returned by a spring I39 which is so designed that the armature will remain upon a contact-piece I3I as long as the current supplying the voltmeter 43 will give it the same reading as that of the voltmeter 44 supplied by the tachometer I24, but if on account of an accident of any kind, the currents in the voltmeters 43 and 44 no longer show equal indications, thearmature I29, which is urged by the spring I39 and by the winding I21, will separate from the contact piece I3I.

However, the armature I29 and the contactpiece I3I, are connected in the following circuit: exciter I4, conductor I32, armature I29, contactpiece I3I, conductor I 33, indicator 46, conductor I34, and exciter I4.

Thus in the case above mentioned, if the armature I29 leaves the contact-piece I3I, the aforesaid circuit is broken and the indicator 46 warns the engineer of the locomotive.

The movable brush of the reversing switch 41, which is connected to the conductor I23, is also connected by a conductor I35 to the mass of the locomotive, i. e. to the wheels I6 and the track rails I9.

The other movable brush of the reversing switch 4'! which is connected to the conductor IE5, is also connected, by a conductor I36, to the stationary brush 63b of a commutator 63 which rotates at a speed proportional to the speed of the generator I2 and cooperates with a second stationary brush 63a.

The brush 63a is connected by a conductor I31 to one of the contact-pieces of thepush-switch 55. In the position shown in Fig. 2, a connection is thus made with a conductor I 38, which is in permanent connection with the conductor I35 and with the body of the locomotive.

As concerns the switch 63 itself, this is connected by a conductor 89 to windings 25 and 20,

resembling the ones shown: in Fig; 1;. :The said windings are respectively connected by conductors 88\ and 85 to windings 24 and I9, whichare connected by conductors I39 and I49 to con necters 53 and. 52, respectively.

' In the circuit of the conductor I39 is mounted a relay winding I82 whose conductingarmature I83 ismounted in the circuit of the conductor I40. 1

The .said'relay winding and armature are so arranged as to break the circuit between the winding 19 and the ammeter 52, when the current in the conductor I 39 falls to a zero value,

in the case of an accidental breaking of the portion of the circuit which comprises the winding 25.

In front of the ammeter 52, the circuit comprises a conductor I4I which is divided into two parts I4Ia and I4Ib, leading to two respective contact-pieces of the multipolar reversing switch 41. The ammeter 53 is connected to a conductor I42 divided into two parts I42aI42b, connected to two respective contact pieces of the reversing switch 41 which are situated opposite the aforementioned contact pieces.

These four contact-pieces cooperate with two movable brushes of the reversing switch 47; one brush is connected by a conductor I43 to a variable resistance GI connected to the shoe IS in contact with the pilot wire I I; the other brush of the reversing switch 4! is connected by a conductor I44 to a resistance 62 connected to the shoe 23. V

The resistances BI and 62' permit of regulating, to a suitable value, theohmic resistances in the two parts of the circuit comprising the shoes I8 and 23. V

The arrangement further comprises a relay 43 controlling an indicator 49 for slow speed, said relay being mounted in a circuit comprising switches 59- and 5I,:whose movable contact blades are actuated by the shoes I8 and 23. When these shoes rise by passing over inclined parts which are formed in various places'on the pilot wire for this purpose, where it is necessary to slow up all of the'trains, for instance at the beginning of a curve, the following circuit is closed: conductor I35 (body), conductor I45, winding 48, conductor I46, switch 50 or5I, conductor l4! and conductor I36 of theaforesaid circuit leading from the generator I2.

In this manner, the winding 48 is excited, and it attracts its armature I48.

The said armature is connected in the following circuit: exciter I4, conductor I 32,'conductor I49, armature I48, conductor I59, slow-speed indicator 49, conductor I34 and exciter I4. It will result from the preceding that when one or the other of the shoes I8-23 is raised, this will operate the slow-speed indicator 49, thus showing the engineer that he should slow up his train.

In the same way as for Fig. 1, the armature 22, which is acted upon by the windings 29 and 25, controls the operation of the indicator 33. For this purpose, the following circuit is formedq exciter I4, conductor I32, conductor I49, armature 22, contact piece I 5|, conductor I52, indicator 3U, conductor I34 and exciter i4.

As in the case of Fig. 1, this circuit is broken when the armature 22 is attracted by the winding 20 or 25 and leaves its contact-piece I5 I.

For the armature 2 I which is controlled by the windings I9 and 24', the following circuit is provided: exciter I4, conductors I32 and I49, armature 2|, contact-piece I53, conductor I54, indicator 27, conductor I94, and eXciter I4. This circuit operates in the same conditions as the corresponding circuit described with reference to Fig. 1.

The voltmeter 43 is provided with two other conductors I55 and I55; the conductor I55 is connected to the conductor I32, and the conductor I56 leads to an indicator I5? which is also connected to the conductor I34.

In the interior of the voltmeter 53, the conductors I55. and E56 are connected to a contact device of such construction that if for any reason the voltmeter pointer should come to the zero of the scale, the following circuit will be closed: exciter I4, conductor I32, conductor I55, voltmeter contact device 43, conductor I56, indicator I51, conductor'I3 i, and exciter I5.

It will result from this arrangement that if the voltage of the generator I2 is reduced to zero, the above-mentionedcircuit will be closed, and the indicator I5! will operate in order toattract the attention of the engineer of the locomotive.

The ammeters 52 and 53 may be provided with contact-pieces at the end of the movement of their pointers, in order to operate a signal device (not shown) when the current exceeds a given value. I v

The above-mentioned push-button 55 comprises two other contact-pieces, whereof one is connected to the conductor I98 (body of the locomotive), and the other is connected by a conductor I8! to the circular switch 63.

By means of this arrangement, when the engineer presses the push-button 55, he removes the generator I2 and the exciter I4 from the circuit, and closes this circuit upon itself. Thus when the signal device 30 operates, the engineer can observe whether this operation is due to a stationary track apparatus (or to a stopped train) or to a moving train. ,In fact, in this latter case, the said signal device will continue to operate. I

The push-button 56 also possesses. other contact pieces than the ones, above described. These other contact pieces are respectively connected 'on theone hand to the conductors II Band II6 leading'from the exciter It, and on the other hand to the conductors I38 and IBI. Thus when the engineer presses the said push-button 56, he places the exciter I4 in circuit, temporarily removing the generator !2. This button should .be used by the engineer after the signal device 30 has obliged him to stop the train, and thus he can be informed as soon as the short-circuit which caused this stopping has disappeared, and

:as soon as 'thelocomotive can be'again set run- .ning.

pilot wire, the engineer can make a short-circuit between the pilot wire and the track, and thus,

in the case in which the equipment of the locomotive is out of'order all approaching trains are warned of thepresence of the locomotive, so that all risk of accident is avoided. When the movable contact-piece of the circular switch 63 is in contact with the stationary brush 631), the following circuit is closed generator I2, conductor H3,

switch 54, conductor III, push-button 56, conductor II9, push-button 55, conductor I 20, re-

,I-58 to awinding 54.

can be short-circuited at will by a switch I versing switch 41, brush 63b, movable contactpiece 63, conductorv 80, windings 25-45, conductors 85-88, windings Iii-2 conductors hit-I39, ammeters 5253,' conductors I IlI42, reversing switch 41, conductors I43Il l, resistances 6I-62, shoes I8- 23, pilot wire i II I, track apparatus, rails IE, wheels I8 (locomotive body), conductor I35, reversing switch 5?, conductor II8, switch 54, conductor H 5, and generator I2.

- This'will provide the same operating conditions as in the case of Fig. 1.

When the movable contact-piece of the switch 63 is in'contact with the brush 63a, as shown in Fig. 2, the following circuit is closed: rails I0, wheels I5 (locomotive body), conductors I35-- I33, push-button 56, conductor I31, brush 63a, movable contact-piece 93, conductor 89, windings 29-25, conductors 95-88, windings I9-24, conductors Hill-I39, ammeters 52-53, conductors .I II-I42,. reversing switch 4?, conductors I43- .I44, resistances SI-+52, shoes i8--23, pilot Wire II--II", circuit of a train situated in the rear of the locomotiveyand rails iii.

In this position of the contact-piece 63, the pilot wire is thus placed almost in short-circuit with the rails, and with respect to a train which is approaching inthe rear, the locomotive acts asa. veritable track apparatus, and the engineer of this rear-train isithus warned of the presence of the locomotive.

'When two trains or locomotives are running on the same track at practically the same speed, the voltages of 'theirgenerators I2 are substantially equal, andthus if the rotary switch 63 were not used, it might happen that, the current flowing willpbe-very small, and that the trains will gradually. approach; each other without giving mutual signals. j I

The use of the circular switch eliminates this drawback. j

yFig. 3 shewsthediagram of a track apparatus employedwith a track switch.

This figure comprises the greater number of the parts already described for the track aparatus shown in Fig. l, and these parts are indicated by the same reference figures;

In the present case, the pilot wire I! is extended by the conductor 9? which now leads to a winding 'II which is connected by a conductor The latter is connected by a conductor I59 to the winding 35, whose use was set forth with reference to Fig. 1.

The conductor 33 connects the winding 34 to the armature 3| which comes against a contact piece 99 under the action of a counterweight 32.

.The contact-piece 99 is connected to a conductor I69, leading. to a winding I3 which is also connected, by aconductor ISI, to the track rails I0. The winding 64 cooperates with an armature 65 controlling an arm 56 which is adapted for the locking or the release of a catch 6'! which is urged by a weight 58 and acts by a tooth 68a. upon a notched sector 69 secured to the switch lever .10. Q V

The winding-II has a .low resistance, and it controls an armature I2 which isurged by a spring-I13 and ismounted in series with the armature 36 in the circuit of the indicator 39.

This circuit now comprises the following parts: source of current 38, con-ductor 852, armature I2,

,- contact I, conductor Ifi'i, armature 36, consubjected to the winding 13, and it then vibrates which is less than the value I1 required to allow the winding 34, to attract the armature 36.

This armature 36, cooperating with the winding 39, is also controlled by the Winding 14.

As to the winding 13, it acts upon the armature 8| above described, concurrently with a auxiliary winding 46.

The catch 61 is secured to the armature 61a of a winding 16 which is mounted in the following circuit: source of current 38, conductor I62, conductor I63, winding 16, conductor i6, push-button 11, conductor I65, conductor I69, contact-piece 99, armature 3|, conductor I66, conductor I16, and source of current 38.

A circuit is provided for the supply of the auxiliary winding 46. This circuit, which has parts in common with the preceding, is thus composed: source of current 38, conductor I62, armature 12, contact-piece I14, conductor I61, armature 36, contact-piece I63, conductor I68, armature 61a, contact-piece I69 or I10, resistance 1.8 or conductor I1I, conductor I12, windings 40,

conductors I11, I66 and I16, and source of curpiece I10.

Upon the track I6 is located the double insulated section 15 which already appeared in Fig. 1, and whose parts are respectively connected to the ends of the winding 14 by conductors I19 and I86, so that any vehicle passing over the section 15 will place this winding in short-circuit.

The operation of this installation is as follows:

When the current in the pilot wire II reaches a determined value I0, the armature I2 is attracted, but nothing else takes place. According as the train approaches, the current progressively increases, and when it reaches the determined value I1, the armature 36 is attracted and closes the circuit of the indicator 39, which then comes into action.

The circuit of the auxiliary winding 49 comprises the resistance 18, whose value is such that the action of the winding 46 is not sufficient to maintain the armature 3|; this armature is only like a buzzer.

However, as the train still approaches, thecurrent soon reaches a determined value I2 which shows that it is necessary to lock the track switch. r

At this time, the winding 64 attracts the armature 65, thus releasing the catch 66--61, so that the tooth 68a will drop into one of the notches of the sector 69 by the action of the weight 68.

By this movement of the catch, thearmature 61m meets the contact-piece I18, and the resistance 18 is disconnected from the circuit, so that the current flowing in the circuit of the auxiliary winding 49 increases, and this winding is now sufiiciently excited; it thus holds the armature 3! in the stationary position, hence connecting thesections II and II of the pilot wire, and allowing the train to continue its free movement on the track. 1 1

If the track switch had been in an irregular position, the tooth 68m would not have been able to drop into any of the notches of the sector 69, and the resistance 13 would have remained in the circuit, and thus the armature 3I would have continued to vibrate, and the engineer on the train would have been warned that it was I necessary to slow up.

After the train has passed, the switchman acts upon the push-button 11, thus closing the circuit of the winding 16; the armature 61a of the catch 61 is now attracted, and the tooth 68a releases the sector 69, so that the switch can now be operated.

It is evident that what has been above stated with reference to a switch, is applicable to the gates of a grade-crossing, or to any other apparatus.

When the train passes over the section 15, the

winding 14 is short-circuited; the armature 36 is released, and all the parts return to their initial position, ready to receive the next train.

The present example of track apparatus shows that the device in conformity to the invention is perfectly adapted to all conditions of signal operation and of safety which may be required upon railroads.

I claim:

1. A signaling system for trains on railroads, comprising an electric generator with constant field on a train, said generator being driven in dependence on train speed, a connection from one terminal of the generator to ground through the wheels of the train,a sectionalized pilot wire of high resistance extending parallel to the rails, a shoe on the train contacting said pilot wire, track apparatus between consecutive sections of the pilot wire and comprising a contact device normally grounding the end of the pilot wire section contacting said shoe and operable upon sufficient increase of current in said section to connect the latter to the next section, an indicator on'said train, a connection from'the second terminal of the train generator to said shoe, and current responsive means in said connection for operating the indicator. g

2. A signaling systemior trains on railroads, comprising an electric generator with constant field on a train, said generator being driven in dependence on train speed, a connectionfrom one terminal of the'generator to ground through the wheels of the train, a pilot wire extending parallel to the rails, a pair of shoes on the train contacting said pilot wire at spaced points, a

connection from the second terminal of the train generator having branches leading separately to the two shoes, current relays in each branch, and

signal devices operated by said relays, the total ohmic resistance of said relays being approximately equal to that of the length of. pilot wire between the shoes, in order that one or the other I of the relays will act in a preponderating manner according to whether the current comes from the front or the rear of the train.

' 3.A signaling system for trains on railroads, comprising an electric generator with constant field on a train, said generator being driven in -dependence on train speed, a connection from and signal devices operated by said relays, the

total ohmic resistance of said relays being approximately equal to that of the length of pilot wire between the shoes and the relays in the two branches being substantially equal in resistance but having diiferent ampere turns, in

order that one or the other of the relays will act in a preponderating manner according to whether the current comes from the front or the rear of the train.

A signaling system for trains on railroads, comprising an electric generator with constant field on a train, said generator being driven in dependence on train speed, a connection from one terminal of the generator to ground through the wheels of the train, a pilot wire extending parallel to the rails, a pair of shoes on the train contacting said pilot wire at spaced points, a connection from the second terminal of the train generator having branches leading separately to the two shoes, current relays each having a pair of difierential windings operative on its armature and arranged with their opposing win-dings in diiierent branches of. said connection, the total ohmic resistance of said relays being approximately equal to that of the length of pilot wire between the shoes and the relays in the two re-' spective branches being substantially equal in resistance but having different ampere turns, in

order that one or the other of the relays will act in a preponderating manner according to whether the current comes from the front or the rear of the train.

5. A signaling device for trains on railroads, comprising an electric generator with constant field, said generator being driven in dependence on train speed, a connection from one terminal of. the generator to groundthrough the wheels of the train, a resistant pilot wire extending parallel to the rails, a pair of shoes on the train contacting said pilot wire at spaced points, a switch rotating in proportion to the speed of the generator, a connection between a brush of. the switch and the other terminal of the generator, a connection between another brush of the switch and the ground, and a connection issuing from the rotating member of the switch and comprising two branches leading respectively to the shoes, so that the switch connects the pair of shoes alternately with the terminal of the generator and with the ground.

RAYMOND ARTHUR TUOT. 

